Air-brake system.



FATENTED MAY 29, 1906.

A. I. PERRY.

AIR BRAKE SYSTEM.

APPLICATION FILED MAY 26. 1905,

//V VEN TOR LfirZ/z uzl Perry iiii 1 till ARTHUR IRVING PERRY, OF NEW YORK, N. Y.

AER-=BRAKE SYSTEM,

Specification of Letters Patent.

Patented. May 29, 1906.

Application filed May 26,1905. Serial No. 262,363.

To aZZ whom, it may concern.-

Be it known that I, ARTHUR IRVING PERRY, a citizen of the United States, and a resident of the city of New York, borough of Brooklyn, in the county of Kings and State of New York, have invented a new and Improved Air-Brake System, of which the following is a full, clear, and exact description.

My invention relates to air-brake systems, and more particularly to those in which the braking action is to be effective throughout a train consisting of a plurality of-cars. Its

principal objects are to provide means for siinultaneously applying the brakes with a definite and controllable pressure, and for securing an automatic, application if the train parts.

Reference is to be had to the accompanying drawings, forming a part otthis speoifi cation, in which similar characters of reference indicate corresponding parts in both the views.

Figure 1 is a diagrammatic view of a train having my invention applied. thereto, and Fig. 2' is a central vertical longitudinal section through the controlling-valve.

I have here illustrated three cars, (designated as 10, 10, and 11,)the first two of which are equipped with operating mechanism for the brakes, while the last is a trailer. The cars are connected by a train or supply pipe 12, which is paralleled by a controlling-pipe 13. Hose-sections 14 join the pipes between the cars, and at the ends of these, in the main portions of the two pipes, are cocks 15, those at the ends of the pipes being closed, while the others are open. As the mechanism upon the cars 10 may be identical, but one will be described in udetail.

Mounted upon the car is a compressor 16, adapted to maintain in the system a substantially uniform pressure and which is connected tothe snpplypipe. The car also carries a brake-cylinder 17, associatedwith which is the usual brake mechanism for cooperation.

with the car-wheels. The supply-pipe and controlling-pipe are connected by pipes 18 with a primary controlling-valve 19, having an operating-lever 19. The connection is preferably through cocks 20,-to permit any valve in the system to be'cut out. This valve 19 is of such a character that it will reduce the pressure in the supply-pipe to any desired extent within proper limits in the controlling-pipe and maintain it constant until the operator desires to vary it. A suitable device for this purpose is the valve which is the subject of my application, filed December 21, 1904, Serial No. 237,809.

Mounted upon each car adjacent to the brake-cylinder is a secondary automatic controlling-valve A, the casing of which is in two sections 21 and 22, these having threaded portions at their adjacent sides near the top and bottom, which are connected, respec tively, by a coupling 23 and a nipple 24 and coupling 24. The section 21 has at its up per side an opening to receive a pipe 25, leading from the supply-pipe, the connection. being shown as made through a reducer 26, which is provided with a valve-seat 27. Just inside this seat is a chamber 28, in which opcrates a check-valve 29, extending into and being guided by a downwardly-extending passage 30, and which is conveniently supported upon a'spring 31,'its normal position being a short distance from the seat 2. From the passage 30 a pipe 32 leads to an auxiliary reservoir 33, this auxiliary source of pressurecommunicating directly with the nipple 24, which furnishes a portion of the supply-passage. Connected with an opening adjacent to that of the main supply-pipe, through a-reducer 34, is a pipe 35, which is joined to the controlling-pipe and leads to a controlling-passage 36 within the two casings. seat 37, which has opposite it a seat 38, sur rounding the upper end of a passage 39, connecting the main sup ly-passage with the controlling-passage. ith the seats 37 and '38 cooperates a check-valve 40, having a stem 41, extending through the passage 39 and through a wall 42 into a chamber 43, where it has fixed upon it a piston 44 of greater area than the check-valve and fitting the chamber. The lower end of this chamber 43 is shown as closed by a head 45, in which is an opening 46, serving to permit the passage of air, thus preventing its interfering with the movement'of the piston. A spring 47, situated between the valve and the wall 42, exerts its tension to force said valve toward theseat 37. The chamber 43 is connected with the main supply-passage by apassage 48, which, as illustrated, opens at its outer end into the reducer 26.

The section 22 of the'va'lve-casing has a preferably. cylindrical chamber 49, the open 1 ends of whic are closed b heads and into the upper portion of which opens the con trolling-passage 36. The supply-passage through the nipple 24 is continued Within the section 22 to surround the chamber at 52, and from this portion of the passage sup ply-ports 53 open into the chamber. Surrounding the upper portion of the chamber and opening into the atmosphere is an exhaust-passage 54, provided with chamberports 55. Fitting within the chamber 49 is a valve-body in the form of a piston 56, having upper and lower heads 57 and '58, respectively, which maybe provided.with suitable i eripheral packing and are equal in area.

he piston has a central contracted portion 59, and with this space in the chamber cornmunicates an admissionassage 60, from which a pipe 61 leads to the brake-cylinder. The valve is shown as balanced between opposite springs 62' 62, which surround rods 63, projecting from the heads 50. The outer ends of the springs contact with the heads, while their inner ends abut against contact members 64, surrounding the rods and retained from displacement by heads 65 thereon. Normally the piston is held in'its central position without either of the springs under appreciable tension and with the piston-heads closing the ports 53 and 55. Movement in either direction causes the contact member at that side to pass along its rod, the opposite member not being afi'ected. Through the contracted portion of the piston and through the lower contact member is a passage 66, which communicates with that portion of the chamber 49 which is beyond the head 58.

In using the system the compressor maintains in the supply-pipe, and therefore in the passages 24. and 30, in the chamber 28, and in the auxiliary reservoir, a substantially uniform pressure. At this time the pistonvalve is in its central position, closing the admission and exhaust ports, and the checkvalve 40 is in cooperation with the seat 38, it

' being there held against the tension of the s ring by the excess of pressure upon the piston. If it is. desired to apply the brakes,

the operator moves the lever 19 until the roper pressure is admitted to the controling-pipe from the supply-pipe. This flows through the ipe 35 into the passage 36 and exerting its orce against the upper head of the piston forces it downwardly against the lower spring. a This opens the admissionports, permitting the supply-pipe pressure to flow through the assages 24 and 60 and the pipe 61 into' the brake-cylinder. This continues until the pressure in said cylinder equals the pressure in the controlling-pipe at which time the former, passing through the piston-'passa e 66, becomes effective upon the outer side 0 the head 58, balancing the controlling-pipe pressure and allowing the springs to restore the piston to its initial position, thus retaining this workin pressure within the brake-cylinder.

by exact redetermined amounts.

If a sti stronger application of the brakes is desired, further pressure is admitted to the controlling-pipe y means of the primary controllingvalve, whereupon the operation just described is repeated, augmenting the brake-cylinder pressure. If, on the other hand, the operator wishesto decrease the pressure, he moves the lever 19 of the primary controlling-valve in the opposite direction to diminish the pres sure in the controlling-pipe. This ives an excess of pressure upon the under side of the igiston-head 58 through the piston-passage om the brake-cylinder, causing ti piston to rise and open the exhaustorts. When the pressure has been reduce to the point indicated by the setting of the lever 19", the piston is again balanced and ports closed. Of course the reduction of controlling-pipe pressure to zero allows the exhaust of the entire brake-cylinder pressure, restorin the elements to their original positions. Tt will thus be seen that the operator is able to secure throughout the train the substantially simultaneous ap lication of all the brakes with exactly the orce necessary to best accomplish the desired result and may continue this application constant'or varyit If the train acci entally parts, the supply-pipe and controlling-pipe are separated, thus reducing their pressure to that of the atmosphere at the open ends. The excess of reservoir-pressure at once seats the check-valve 29, closing the su ply-pipe. The force upon the piston 44 an upon the outer side of the check-valve 40 is also that of-the atmosphere, and the spring 47 now becomes effective, bringing the valve 40 into cooperation with the seat 37 and closing the controlling-pi e. This opens .a 'assa e from the auxi iar reservoir through the passage 30, the chamber 28, the connecting-passage 39, and the controllingpassage 36 to the upper end of the head 57 As a consequence the piston is forced downwardly, opening the admission-ports and permitting the air from the auxiliary reservoir to enter. the brake-cylinder, thus automatically setting the'brakes.

Having thus described my invention, I claim as new and desire to secure by Letters Patent 1. In an air-brake system, the combination' within supply-pipe and a controllin pipe, of a source of pressure connected wit the supply-pipe, primary and secondary controlling-valves connected with the supplypipe and controlling-pipe, said secon ary controlling-valve comprising a piston-valve which may be simultaneously subjected to the influence of the pressure in the sup 'ly and controlling pipes and check-valwes or closing the supply-pipe and controlling-pipe, and a brake-cyh-nder communicating with the secondary controlling-valve.

' 2. A valve comprising a casing provided the exhaust- -having posite heads between W space an one of which coacts with each of valve also controlling the brake-cylinder ext with t e main supply-passage.

with admission and exhaust ports and conto the trainipe,avalve controlling the comtrolling and supply passages, a bodylportion munication between the auxiliary reservoir 'ch is a and train-pipe, and the brake-cylinder, said e ports, and 0 posed springs situated at haust, means connecting the controlling- 7o opposite ends of t ..e body ortion and operatipe with said valve to operate the valve by ing to ma'ntain normal 0 osure of the ports. the controlling-pipe pressure, means estab- 3. A valve comprising a casing provided lishing communication between the auxilwith admission and exhaust ports, controliary reservoir and said means connecting the lin and main and auxiliary supplyassages controlling-pipe with the valve, and devices an a passage connecting the control ing-pascontrolled by the-train-pipe pressure for norsa e and a supply-passage, a piston coopermally closing the communication between atmg with the ports, and a check-valve operthe auxiliary reservoir and the means conating between the connecting-passage and necting the control-pipe with the valve, said the controlling-passage. devices being capable of movement to open 4. A valve comprising a casing provided such communication and close commumca with admission and exhaust ports, controltion between the control pipe and the means lin and main and auxiliary supply assages connecting it with the valve, whereby upon an apassage connecting the control ing-pasthe rupture of the train and controlling sage and a supply-passage, a piston cooperpipes to permit the. auxiliary-reservoir presating with the ports, a check-valve operating sure to operate the valve.

between the connecting-passage and the con- 8. A brake system having a train-pipe trollingassage, and a piston movable with ada ted to communicate with the source of the chec -valve and being under the influfiui -pressure, a controlling-pipe, a valveence of conditions in the supply-passages. controlled communication between the two 5. A valve comprising a casing provided ipes to permit any desired pressure to be with admission and exhaust ports, controlintroduced into the controlling-pipe, abrakelin and main and auxiliary supplyassages c linder, an auxiliary reservoir with which an apassage connecting the controliing-past e train-pi e and brake-cylinder comm-uni sage and the auxiliar su ply-passage, a piscate, a chec -valve serving to prevent the re 4 ton cooperating wit t e ports, a checkturn of pressure from the auxiliary reservoir valve operating between the connecting-pasto the train-pipe, a valve controlling the comsage and the controllingassage, a piston munication between the auxiliar reservoir movable with the check-valve and being unand train-pipe, and the brake-0y inder,-;-'sai(i der the influence of conditions in the supplyvalve also controlling the brake-cylinder ex- 10 passa es, and a check-valve cooperating haust', means connecting the controllingpipewith said valve to operate the valve by 6. An air-brake system having a source of the controlling-pipe pressure, means estabfluid-pressure, abrake-cylinder, a valve conlishing communication between the auxiliary trolling the communication between the reservoir and said means connecting the consource of pressure and the cylinder, said trolling-pipe with the valve, and devices-eonvalve also controlling the exhaust from the trolled by thetrain-pipe pressure for normally brake-cylinder, means tending yieldingly to closing the communication between the auxilholdthe valve in one position, devices for apiary reservoir and the means connecting the troduce into the controlling-pipe, a brakemal position.

iplying fluid-pressure to the valve to move it control-pi ewith the valve, said devices being no om said position, means establishing comcapable o movement to open such communimunication between said devices and the cation and close communication betweenthe source of fluid-pressure, a manually-opercontrol-pipe and the means connecting it with ated valve controlling such commumcation, the valve, whereby upon the rupture of the an auxiliary reservoir means establishing train and controlling pipes to permit the auxil- I 15 communication between the auxiliary reseriary --reservoir pressure to operate the valve, voir and said devices for applying flmd-pressaid devices for normally closing the commusure.to the valve, and an automatic valve nication between the auxiliar reservoir an controlling the last-named communication, means connecting the contro pipe with the y for the purpose specified. valve comprising a double-face valve mov-- r20 7. A brake system havin a train-pipe able between two;- seats, for the pur ose ada ted to communicate wit the source of specified, a spring tending yieldingly to mid flui -pressure, a controlling-pipe, a valvet e valve in one position, and means for excontrolled communication between the two' ertin the train-line pressure on the valve to pipes to emit any desired pressure to be inhold 1t against the spring in its second or nor- 1 c linder, an"auxiliary reservoir with which. 9. An air-brake system comprising a r' t e train-pipe and brake-cylinder commumtrain-line adapted to communicate with'the. I

eats, a chec +valve serving to revent the resourc'e of pressure, abrake-cylinder, a doubleturn fpressure from the auxiliary reservoir, headed valve controlling communication ber 9" between the train-line and brake-cylinder,

' train-line adapted to source tween the train-line and brake-cylinder, and also controlling the exhaust from the brake cylinder, means tending yieldingly to hold the valve in an intermediate position, in which position the brake-cylinder is out off from the. train-line and exhaustorifice, said valve having a passage therein'permitting the train-line pressure to be exerted on one head of the valve, a control-pipe, means for permitting the control-pipe pressure to be exerted on the opposite head of the valve, and a valve-controlled communication between the train-pi e and control-pipe whereby the pressure 0? the control-pipe may be varied to move the valve to the desired positionI i.

10. An air-brake systemcomprising a source of pressure,,a brake-cylinder, 'a' doub ie-headed valve controlling communication and also controlling the exhaust from the brake-cylinder, means tendingyieldingly to hold the valve in an intermediate position, in which position the brake-cylinder is cut off from the train-line and. brake-orifice, said valve having a passage therein permitting the train-line pressure to be exerted on one head of the valve, a control-pipe, means for permitting the control-pipe ressure to be exerted on the opposite hea of the valve, and a valve-controlled communication between the train-pi e and control-pipe whereby the pressure 0? the control-pipe may be varied to move the ,valve to the desired position, an auxiliary reservoir, and emergency devices for permitting the auxiliary-reservoirpressure to act on the said second head of the valveuppn the rupture of the train-pipe.

An ai'r-brake system having a source of fiuid pressure, a brake-cylinder, a valve controlling communication between the of pressure and the cylinder and also controlling the exhaust from the brake-cylinder, devices for applying fluid-pressure to the valve to operate it, means establishing communication between said devices and the source of 7 pressure, a manually-operated valve controlling such communication, an aux Liary means establishing communication betw sen the source of pressure and said devices, and an automatic valve controlling said auxiliary means.

12. An air-brake system comprising a train-line adapted to communicate with the source of pressure,a brake-cylinder, a doubleheaded valve controllin communication be tween thetrain-line and brake-cylinder and also controlling the exhaust from-the brakecylinder, means tending yielding'ly to hold the valve in an intermediate position, in

communicate with the which position the brake-cylinder is "cut ofi from the train-line and exhaust-orifice, said valve having a passage therein permitting the train-line ressure to be exerted on one head of the va ve, a control-pipe, means permitting t the control-pipe pressure to be exerted on the opposite head of the valve, a valve-controlled communication between the train-line and control-pipe whereby the pressure of the control-pipe may be varied to move the valve to the desired position, an auxiliary reservoir, means establishin communication between the same an said means permitting the control-pipe pressure ,to be exerted onthe valve, and valve devices automatically controlling the last named communication for the purpose specified.

'13. An air-brake system of fluid-pressure, a brake-cylinder, a valve controlling communication between the source of pressure and the brakecylinder, and also controlling the exhaust from the brake cylinder, devices for applying fluidpressure to the valve to operate it, means establishing communication between said devices and the "source of pressure, a manually- ;operative valve controlling such communication, an auxiliary means estabhshing coin--- munication between the source of pressure and said devices, an automatic valve controlling said auxiliary means, and an auxiliary reservoir communicating with the source of pressure and with said auxiliary means.

. l4. An air-brake system having a source of fluid-pressure, a brake-'cylinder, a valve controlling u communication between the source of pressure and the brake-cylinder,

from the and also controlling the, exhaust brake-cylinder, devices for applying fluidpressure to the valve for operating it, means establishing communication between said devices and the fluid-pressure, a manually-operative valve controlling said communication, an auxiliary means establishingcommunication between the source of pressure and said devices, an automatic valve controlling said auxiliary means,anv auxiliary reservoir communicating with thez-source of pressure and said auxiliary means, and an automatic valve for closing communication between the source ofpressu're'and the auxil iary reservoir upon a rapiddecrease of pressure in the source.

In testimony whereof I havesigned my name to this specification in the presence of two subscribing witnesses.

IRVING PERRY. T ies r "maENoE LE OABMAN, rmn OTIS Cox.

having a source 

